Method for preheating a powertrain

ABSTRACT

Methods and systems are described for heating a powertrain prior to an engine start. One method includes heating a coolant by circulating the coolant through a radiator and operating an electric radiator fan, and flowing the coolant across the powertrain. The coolant is heated and circulated across the powertrain when a temperature of the powertrain is lower than ambient temperature.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. Patent ApplicationSerial No. 14/223,870, entitled “METHOD FOR PREHEATING A POWERTRAIN,”filed on Mar. 24, 2014, the entire contents of which are herebyincorporated by reference for all purposes.

TECHNICAL FIELD

The present application relates to heating a powertrain of a vehicle.

BACKGROUND AND SUMMARY

Under cold start conditions, a powertrain may be cooler than ambientconditions due to its larger thermal inertia. The engine upon startuphas to overcome the lower powertrain temperature, and consequently, thetime taken to reach an optimum operating temperature increases. Thisdelay in reaching engine operating temperature may decrease fueleconomy, increase engine wear, and increase exhaust emissions.

An example approach is shown by Murray et al. (U.S. Pat. No. 6,779,737)to enhance engine warm-up by preheating the engine when not in use.Engine oil and engine coolant are guided through a fluid heater, warmed,and later circulated across the engine and through the transmission. Thefluid heater uses gasoline fuel to heat the engine oil and coolant. Thevehicle compartment can also be heated by flowing the warmed coolantthrough a heater core.

However the inventors herein have identified potential issues with theabove approach. For example, the fluid heater in U.S. Pat. No. 6,779,737uses fuel to heat the engine oil and coolant resulting in increased fuelconsumption and costs. Further, the fluid heater is an extra componentthat reduces available space.

The inventors herein have recognized the above issues and identified anapproach to at least partly address the issues. In one example approach,a method for heating a powertrain in a parked and shut down vehicle,prior to an engine start, is shown. The method comprises, prior to anengine start and when a temperature of the powertrain is lower thanambient temperature, heating a coolant by circulating it through aradiator and operating an electric radiator fan, and then flowing thewarm coolant across the powertrain. In this way, heat from the ambientair may be absorbed by the coolant and transferred to the powertrain.

For example, when a vehicle is parked outdoors and shut down with anengine at rest, a controller may be activated by a timer at regularintervals to monitor ambient temperature and a temperature of apowertrain. If the ambient temperature is higher than the powertraintemperature, and the difference in said temperatures is more than athreshold, the controller may initiate a procedure to warm thepowertrain, prior to an engine start. An electric coolant pump and anelectric thermostat may be activated to allow coolant circulation. Thecoolant may be circulated through a radiator while an electric radiatorfan is operated to draw ambient air across the radiator exterior, thusenabling the coolant to absorb heat from ambient air. The warm coolantmay be further circulated across the powertrain to preheat thepowertrain.

In this way, a powertrain within a parked vehicle may be prevented fromcooling below ambient temperature. By monitoring the powertraintemperature along with ambient conditions at regular intervals followingvehicle shut down, the powertrain may be maintained at a temperatureclose to ambient, thus reducing the energy used for engine warm-up uponengine start. Since the coolant is warmed by absorbing heat from ambientair, fuel consumption remains largely unaffected. Further, by usingexisting components for preheating the powertrain, additional expensescan be avoided and space savings can be achieved.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically shows an example embodiment of a vehicle powertrainand a HVAC system in a motor vehicle.

FIG. 2 schematically illustrates a communication system between a remotecomputing device and a vehicle.

FIG. 3 shows a high level flow chart for selecting a component to beheated based on determined ambient and vehicle conditions.

FIG. 4 depicts an example flowchart illustrating a routine to preheat apowertrain using ambient temperature as a heat source.

FIG. 5 is an example flowchart depicting a routine to preventcondensation on a windshield based on ambient and vehicle conditions.

FIG. 6 is an example flowchart depicting a method to heat a cabin usingpowertrain heat according to the present disclosure.

DETAILED DESCRIPTION

The following description relates to systems and methods for climatecontrol and powertrain preheating after an engine is shutdown to restwithin a vehicle system, such as the system shown in FIG. 1. Acontroller may communicate with a remote computing device, as shown inFIG. 2, and receive data regarding a predetermined time of engine start.Alternatively, specific instructions to heat a selected component mayalso be communicated to the controller via the remote computing device.Additionally, the controller may be activated by a timer at regularintervals to monitor ambient and vehicle conditions to determine whichvehicle component may be heated. Based on the data and/or instructionsreceived, the controller may be configured to perform a control routine,such as the routine of FIG. 3, to identify existing vehicle and ambientconditions, and select a mode to heat specific vehicle components basedon these identified conditions. Thus, a controller may select a routine,such as the example routine of FIG. 4, to preheat a powertrain toprevent it from cooling below ambient temperature when a vehicle isunoccupied and parked following engine shut down. Alternatively, basedon ambient conditions, such as ambient dew point, and vehicleconditions, such as a windshield temperature being below the ambient dewpoint, the controller may perform a routine, such as the example routineof FIG. 5, to prevent condensation on the windshield and other windowsof the cabin greenhouse. In another option, the controller may activatea cabin heating routine, such as the example routine of FIG. 6, when avehicle has occupants but is parked following engine shut down, and acabin temperature falls below a pre-selected cabin temperature.Additionally, the cabin heating routine may be triggered remotely by anoperator.

FIG. 1 is an example embodiment of a vehicle heating, ventilation, andair-conditioning (HVAC) system 100 in a motor vehicle 102. Herein, HVACsystem 100 is also referred to as cooling system 100. Vehicle 102 hasdrive wheels 106, a passenger compartment 104 (herein also referred toas cabin), and an under-hood compartment 103. Passenger compartment 104includes a cabin greenhouse formed by the windshield (not shown) andother glass windows including a rear window (not shown). Under-hoodcompartment 103 may house various under-hood components under the hood(not shown) of motor vehicle 102. For example, under-hood compartment103 may house a powertrain including internal combustion engine 10 andtransmission 70. Internal combustion engine 10 has a combustion chamberwhich may receive intake air via intake passage 44 and may exhaustcombustion gases via exhaust passage 48. Engine 10, as illustrated anddescribed herein, may be included in a vehicle such as a roadautomobile, among other types of vehicles. While the exampleapplications of engine 10 will be described with reference to a vehicle,it should be appreciated that various types of engines and vehiclepropulsion systems may be used, including passenger cars, trucks, etc.

Transmission 70 may be powered by internal combustion engine 10 and maybe an automatic or a manual transmission. Transmission 70 may be coupledwith a crankshaft of engine 10 via an input shaft (not shown) and via aclutch (not shown) in the case of a manual transmission or via a torqueconverter (not shown) in the case of an automatic transmission.Transmission 70 may also include an output shaft (not shown) coupledwith drive wheel 106. Thus, a mechanical output provided by engine 10can be delivered to drive wheel 106 via transmission 70.

Under-hood compartment 103 may further include HVAC system 100 thatcirculates coolant through internal combustion engine 10 to absorb wasteheat, and distributes the heated coolant to radiator 80 and/or heatercore 55 via coolant lines 82 and 84, respectively. In one example, asdepicted, cooling system 100 may be coupled to engine 10 and maycirculate engine coolant from engine 10 to radiator 80 via electriccoolant pump 86, and back to engine 10 via coolant line 82. Electriccoolant pump 86 may be powered by battery 74 and, in one example, maycirculate a fixed amount of coolant based on engine temperature.Specifically, electric coolant pump 86 may circulate coolant throughpassages in the engine block, head, etc., to absorb engine heat, whichis then transferred via the radiator 80 to ambient air. Alternatively,as will be shown in this disclosure, the coolant may be circulatedthrough the radiator to absorb heat from ambient air which may then betransferred to engine 10 or to the passenger compartment via heater core55 via coolant line 84.

The temperature of the coolant may be regulated by a thermostat (orthermostat valve) 38, located in the cooling line 82, which may be keptclosed until the coolant reaches a threshold temperature. In theembodiment described, thermostat valve 38 is an electric thermostatvalve and is powered by battery 74. Therefore, electric thermostat 38may be activated by the controller to allow a flow of the coolantwithout being dependent on coolant temperature.

Electric thermostat valve 38 may proportion flow between coolant line 84(also termed as an engine loop) and coolant line 82 (also termed as aradiator loop). In the example of a coolant system including a degasbottle, valve 38 may be a three way thermostat valve. The electricthermostat valve 38 may control an amount of coolant flow within each ofcoolant lines 82 and 84. In one example, based on existing ambient andengine conditions, electric thermostat valve 38 may allow dominant flowwithin either coolant line 82 or coolant line 84. For example, if thepowertrain retains residual heat, coolant may transfer heat from thepowertrain to heater core 55 and there on to passenger compartment 104and/or windshield and cabin greenhouse. Herein, electric thermostat 38may block coolant line 82 and allow dominant coolant flow within coolantline 84.

Coolant may flow through coolant line 82, as described above, and/orthrough coolant line 84 to heater core 55 where heat may be transferredfrom the coolant to passenger compartment 104, and the coolant flowsback to engine 10. Heater core 55 may thus act as a heat exchangerbetween the coolant and the passenger compartment 104. Fins may beattached to the heater core to increase the surface area for heattransfer. Air may be forced past the fins, for example by operatingblower fan 97, to expedite heating of the passenger compartment. Hot airmay also be blown by blower fan 97 through vents that direct heat towindshields and other windows (herein also referred to as cabingreenhouse) within the passenger compartment. Blower fan 97 is depictedin this embodiment as an electric fan connected to motor 95 that ispowered by battery 74.

In addition to absorbing heat from engine 10, the coolant may alsoabsorb (or exchange) heat from transmission fluid thus providing coolingfor components within transmission 70. Transmission fluid may flowthrough transmission fluid line 78 into transmission cooler 90 where itmay be cooled by transferring heat to the coolant flowing within coolantline 82. Thus, transmission fluid may exchange heat with the coolantwithin transmission cooler 90. Cooled transmission fluid may return totransmission 70 via transmission fluid line 76. Alternatively, a warmcoolant may transfer heat to the transmission fluid within transmissioncooler 90 when a request to warm a transmission is received, forexample, prior to an engine start.

One or more cooling fans may be included in cooling system 100 toprovide airflow assistance and augment an airflow through the under-hoodcomponents. For example, electric cooling fan (herein also referred toas radiator fan) 91, coupled to radiator 80, may be operated when thevehicle is moving and the engine is running to provide cooling airflowassistance through radiator 80. Radiator fan 91 may draw a coolingairflow into under-hood compartment 103 through an opening in thefront-end of vehicle 102, for example, through grill 112. Such a coolingair flow may then be utilized by radiator 80 and other under-hoodcomponents (e.g., fuel system components, batteries, etc.) to keep theengine and/or transmission cool. Further, the air flow may be used toreject heat from a vehicle air conditioning system. Further still, theairflow may be used to improve the performance of aturbocharged/supercharged engine that is equipped with intercoolers thatreduce the temperature of the air that goes into the intakemanifold/engine. Radiator fan 91 is depicted as an electric fan andtherefore may be coupled to battery driven motor 93.

During engine operation, the engine generated torque may be transmittedto alternator 72 along a drive shaft (not shown), which may then be usedby alternator 72 to generate electrical power that may be stored in anelectrical energy storage device, such as system battery 74. Battery 74may then be used to activate electric cooling fan motor 93 via relays(not shown). Thus, operating the cooling fan system may includeelectrically powering cooling fan rotation from engine rotational input,through the alternator and system battery, for example, when enginespeed is below a threshold (for example, when the engine is inidle-stop). In other embodiments, the cooling fan may be operated byenabling a variable speed electric motor coupled to the cooling fan.

In the embodiment described herein, radiator fan 91 may be operated towarm the coolant prior to an engine start. For example, when vehicle 102is parked and shut down for a duration, the powertrain including engine10 and transmission 70, may cool off. Prior to an engine start,controller 12 may periodically monitor powertrain temperature andambient conditions. When the powertrain temperature is lower thanambient temperature, coolant flow through radiator 80 may be initiatedby opening electric thermostat valve 38 and activating electric coolantpump 86. As the coolant flows through radiator 80, radiator fan 91 maybe operated to draw warm ambient air across the radiator fins to warmthe coolant. This warm coolant may be circulated further to transfer itsheat to engine 10 and transmission 70 (via its transmission fluid). Inother examples, the warm coolant may transfer its heat to heater core 55and thereon to passenger compartment 104 and cabin greenhouse includingthe windshield and other windows.

Thus, the coolant may be used to absorb ambient heat and transfer saidheat to the powertrain, the cabin, and/or the cabin greenhouse windowswhen needed. In another example, the coolant may be warmed by extractingresidual heat from a powertrain which may be transferred to the cabinand/or the cabin greenhouse windows.

FIG. 1 further shows a control system 14. Control system 14 may becommunicatively coupled to various components of engine 10 to carry outthe control routines and actions described herein. For example, as shownin FIG. 1, control system 14 may include an electronic digitalcontroller 12. Controller 12 may be a microcomputer, including amicroprocessor unit, input/output ports, an electronic storage mediumfor executable programs and calibration values, random access memory,keep alive memory, and a data bus. As depicted, controller 12 mayreceive input from a plurality of sensors 16, which may include userinputs and/or sensors (such as transmission gear position, powertraintemperature, operator selected cabin temperature, intake airtemperature, battery state of charge (BC), etc.), cooling system sensors(such as coolant temperature, cabin temperature, ambient humidity,ambient dew point, ambient temperature, etc.), and others (such as HallEffect current sensors from the alternator and battery, occupancysensors to determine vehicle occupants, ambient light sensors within thecabin, etc.).

Further, controller 12 may communicate with various actuators 18, whichmay include engine actuators (such as fuel injectors, an electronicallycontrolled intake air throttle plate, spark plugs, etc.), cooling systemactuators (such as motor circuit relays, electric coolant pump, electricthermostat, etc.), and others. In some examples, the storage medium maybe programmed with computer readable data representing instructionsexecutable by the processor for performing the methods described belowas well as other variants that are anticipated but not specificallylisted.

Controller 12 may also receive input from gear selector 108. A vehicleoperator may be configured to adjust a gear of the transmission byadjusting the position of gear selector 108. In one example, asdepicted, for an automatic transmission, gear selector 108 may have 5positions (PRNDL gear selector). In another example, for a manualtransmission, gear selector 108 may have 7 positions (1^(st), 2^(nd),3^(rd), 4^(th), 5^(th), reverse and neutral). Other embodiments may alsobe possible. Thus, controller 12 may receive input from gear selector108 as to its existing position. For example, when a vehicle is parkedand an engine is shut down, gear selector 108 may be in “P” or “park”position. In the example of a manual transmission, gear selector may bein 1s^(t) gear, reverse gear, or neutral. In addition to thesepositions, a parking brake (not shown) may be engaged. Further, theparked and shut down vehicle may be have a security alarm that isactivated.

Turning now to FIG. 2, it shows a communication set-up betweencontroller 12 within vehicle 102 and a remote computing device 206.Remote computing device 206 may communicate with controller 12 eitherdirectly or via network 214. Remote computing device 206 may be asmartphone, a tablet, a laptop, or other type of computing device whichmay store and execute instructions (e.g., mobile applications) thatallow the operator to communicate with controller 12 so that thecontroller can be remotely activated in order to perform routines suchas those described in FIGS. 3, 4, 5 and 6. For example, as shown in FIG.2, an operator vehicle start schedule, herein depicted as a weeklycalendar, may be communicated from remote computing device 206 tocontroller 12. User interface 212 shows an anticipated vehicle startschedule for the operator for an upcoming week that may be modified bythe operator. User interface 212 may include an intended time of vehiclestart for each day of the week, and in some embodiments may also includea weather forecast for the day, ambient humidity, and ambienttemperature as received from network 214.

Additionally or alternatively, controller 12 may be automaticallyactivated by a timer at regular intervals through a portion of theentirety of the duration that the vehicle is parked in an inoperativemode with the engine at rest to monitor vehicle and ambient conditions.Further, controller 12 may be programmed to perform the routinesdescribed in FIGS. 3, 4, 5 and 6 based on monitored vehicle and ambientconditions.

Turning now to FIG. 3, an example routine 300 for selecting a vehiclecomponent to be heated in a parked, stationary, engine-off vehicle basedon existing ambient and vehicle conditions is depicted. A cabin may beheated, windows may be warmed to prevent condensation, and/or apowertrain may be preheated in anticipation of an engine start based onambient temperature and a battery state of charge (BC).

At 302, routine 300 may confirm if the engine is off. An engine-offcondition may include an engine at rest, an absence of combustion, akey-off condition, and/or other conditions. If the engine is not turnedoff, routine 300 ends. However, if it is established that the engine isoff, at 304, routine 300 may determine if the vehicle is parked. In oneexample, a vehicle may be considered to be parked when the gear selectorfor an automatic transmission is in the “P” or “park” position. In theexample of a vehicle with manual transmission, the vehicle may be parkedwhen its parking brake engaged. If the vehicle is not parked, routine300 ends.

If the vehicle is confirmed to be in a parked state, at 306, it may bedetermined if the vehicle is occupied. Occupancy sensors may indicatethe presence or absence of vehicle occupants. In another example, theopening of vehicle doors may be sensed by the controller to determine ifoccupants are present within the vehicle. If it is determined that thevehicle is occupied, at 308, a cabin heating routine may be initiated ifambient and vehicle conditions are met. The cabin heating routine willbe described later in reference to FIG. 6.

If the vehicle is unoccupied, routine 300 may proceed to optional step310 where the controller may receive data from a remote computingdevice. This may include receiving indication of a predetermined timethat the operator intends to start the vehicle based on the operator'sdaily schedule. As described earlier in reference to FIG. 2, an operatormay enter data regarding his or her weekly schedule into a mobileapplication on his or her remote computing device (e.g., smart phone).This weekly schedule may include preset times regarding vehicle startson a given day. Thus, receiving the indication of the predetermined timewhen the operator intends to start the vehicle may comprise receiving aschedule of a plurality of predetermined times the operator intends tostart the vehicle.

Based on the data received, prior to the predetermined time that theoperator intends to start the vehicle and while the vehicle isinoperative, routine 300 may transfer heat from ambient air to aselected vehicle component. The selected vehicle component may be one ormore of the powertrain, windshield and other windows, and the cabin ofthe vehicle. The transfer of heat from ambient air to a selected vehiclecomponent may be activated by the controller based on the difference intemperature between ambient and the selected vehicle component. In oneexample, if the windshield temperature is significantly lower thanambient dew point, the controller may initiate a transfer of heat 30minutes prior to the predetermined time of vehicle start. In anotherexample, if powertrain temperature is slightly below ambienttemperature, the heat transfer routine may be initiated 5 minutes beforethe predetermined time of vehicle start.

Thus, at 312, routine 300 may estimate and/or measure various parametersrelated to ambient and vehicle conditions. These parameters may includeambient temperature (T_(amb)), ambient dew point (T_(DP)), ambienthumidity (H_(amb)), cabin temperature (T_(cab)), driver selected cabintemperature (T_(sel)), powertrain temperature (T_(PT)), and windshieldtemperature (T_(win)). Ambient temperature may be measured by atemperature sensor located on the front bumper of the vehicle, forexample, while dew point may be measured from a dew point sensor placedon the windshield, for example, or may be determined based on outputfrom a vehicle humidity sensor and measured ambient temperature. Cabintemperature may be measured by temperature sensors within the cabinwhile windshield temperature may be inferred from cabin temperature andambient temperature. Ambient conditions such as humidity and temperaturemay also be received by the controller from the network. Herein, ambienthumidity refers to relative humidity. Powertrain temperature may bemeasured by temperature sensors that measure coolant temperature andtransmission fluid temperature.

At 314, routine 300 may check if powertrain temperature, T_(PT), ishigher than ambient temperature, T_(amb). For example, a powertraintemperature may be higher than ambient temperature when a vehicle hasrecently been shut down. The powertrain temperature may remain higherthan ambient temperature for a duration following engine shut down. Ifpowertrain temperature is confirmed to be higher than ambienttemperature, heat from the powertrain may be transferred to one or bothof the cabin and the windshield. The controller may choose to use heatfrom the powertrain to perform the cabin heating routine (at 308) if itreceives a command from the operator via a remote computing device toheat the cabin. The cabin heating routine may also be preferred when anengine start is imminent based on operator schedule. On the other hand,routine 300 may divert heat from the powertrain to the windshield andother glass windows (at 318) of the cabin greenhouse if an on-board dashlight level sensor indicates a low level of sunlight within the carcombined with a windshield temperature below ambient dew point. Thecontroller may use an on board dash light level sensor to determine ifit is day or night. For example, if the dash light level sensorindicates that it is sunny, the windshield warming routine may not beinitiated since the sun will eventually warm up the windshield and thecabin.

If, at 314, the powertrain temperature is determined to be lower thanambient temperature, routine 300 may proceed to 316 where the windshieldtemperature may be compared to ambient dew point. If the windshieldtemperature is determined to be lower than the ambient dew point, at318, the windshield warming routine may be performed if other conditionsare met. This routine will be further explained in reference to FIG. 5.If the windshield temperature is higher than the ambient dew point, at320, a powertrain heating routine may be implemented if conditions aremet. The powertrain heating routine will be described in reference toFIG. 4.

Thus, the controller within a parked and shut down vehicle may monitorambient and vehicle conditions, and based on these ambient and vehicleconditions, may select a vehicle component to be warmed. In someexamples, heat may be transferred to the selected vehicle component onlyif ambient temperature is greater than a temperature of the selectedvehicle component by more than a threshold amount. Further, as will bedescribed in reference to FIGS. 4, 5 and 6, heat from ambient may betransferred to the selected vehicle component by activating an electriccoolant pump and an electric radiator fan and opening an electricthermostat to transfer heat from ambient to coolant and transferringheat from the coolant to the selected vehicle component. The transfer ofheat from ambient to the selected vehicle component may be disabled whena battery charge is lower than a threshold.

If the vehicle is occupied and residual heat exists in the powertrain,the cabin may be heated in preference to the other components. If thevehicle is unoccupied, the windshield warming routine may be selectedover the powertrain heating sequence if the light level sensor indicatesa low level or no sunlight and if the windshield temperature is belowambient dew point. In another example, the operator may remotely commandthe controller to heat the windshield and other glass windows. On theother hand, without any manual override from the operator, thecontroller may determine that fuel economy and emissions benefits arepreferred over driver comfort, and the powertrain may be warmed beforethe windshield is heated.

Turning now to FIG. 4, a routine 400 for performing a powertrain heatingsequence in an unoccupied vehicle following shut down with an engine atrest is illustrated. Specifically, the controller within a shutdown,parked vehicle with an engine at rest monitors powertrain temperatureand ambient temperature. When the temperature of the powertrain is lowerthan ambient temperature by at least a threshold value, the coolant isheated by circulation through a radiator via the electric coolant pumpas an electric radiator fan is operated, and the heated coolant is thencirculated across the powertrain to heat the powertrain. This routinemay be activated at regular intervals by the controller based on ambientand vehicle conditions or it may be performed based on an operatorschedule. Additionally, the routine may also be implemented based onoperator demand via a remote computing device.

At 402, routine 400 may confirm if the time since a previous measurementof powertrain temperature and ambient temperature is more than athreshold, e.g., Threshold_(T). For example, a timer may activate thecontroller at regular intervals to automatically monitor the powertraintemperature and ambient temperature. In one example, the threshold maydepend on the rate of temperature change. In another example,Threshold_(T) may also depend on the time of day. For example,Threshold_(T) may be shorter if an engine start time is anticipated,e.g., Threshold_(T) may be 60 minutes. If an engine start is notanticipated, Threshold_(T) may be longer, such as a gap of 90 minutes.

If the time since a last measurement has not surpassed Threshold_(T),routine 400 may return to start and may wait for a later time. On theother hand, if the time since the last temperature measurement is morethan Threshold_(T), at 406, routine 400 may measure and/or estimatevehicle conditions and ambient conditions. Optionally, prior to 406, thecontroller may receive a command from an operator via a remote computingdevice, at 404, to heat the powertrain. Thus, an operator may overridethe timer and initiate the powertrain heating routine.

Returning to 406, the estimated and/or measured ambient and vehicleconditions may include battery state of charge, ambient temperature,powertrain temperature, etc. For example, the controller may monitorbattery charge to ensure that the powertrain heating routine istriggered only if battery charge is above a threshold. Since the vehicleis shut down, and the engine is at rest without any combustion, abattery may be used to power various components that are activatedduring the powertrain heating sequence.

At 408, routine 400 may determine if ambient temperature (T_(amb)) ishigher than powertrain temperature (T_(PT)). If the ambient temperatureis lower than the powertrain temperature, the routine ends and mayreturn to start. If the ambient temperature is determined to be higherthan the powertrain temperature, at 410, routine 400 may confirm thatthe ambient temperature is higher than the powertrain temperature by atleast a threshold, e.g., T_(min). In one example, T_(min) may be 10 degC. whereas in another example T_(min) may be 20 deg C.. ThresholdT_(min) may be selected based on the energy used for activating thepump, thermostat, and fan. For example, if the difference intemperatures between the powertrain and the ambient is smaller thanT_(min), heat transfer between the ambient and the coolant may take alonger time, thus wasting battery charge (BC) for a smaller rise inpowertrain temperature over a longer duration. Thus, if the differencebetween the powertrain temperature and the ambient temperature is lessthan the threshold, T_(min), routine 400 may return to start.

If the ambient temperature is higher than the powertrain temperature bythe threshold, T_(min), at 412, routine 400 may determine if BC ishigher than a threshold, Threshold_(B). Since the powertrain heatingsequence, routine 400, uses battery power to operate differentcomponents, e.g., the electric coolant pump, electric radiator fan etc.,to enable heat exchange between the coolant and ambient air, the batteryhas to support energy draw while retaining enough power for an enginestart. In one example, Threshold_(B) may be 50% whereas in anotherexample Threshold_(B) may be 75%. If BC is confirmed to be lower thanThreshold_(B), at 426, coolant circulation and warming may be disabled,and the powertrain heating sequence may be deactivated.

If BC is higher than Threshold_(B), at 414, the coolant may be warmed byextracting heat from ambient air. At 416, the electric coolant pump maybe activated and the electric thermostat may be triggered to open andallow coolant circulation. At 418, coolant may be circulated through theradiator and at 420, the electric radiator fan may be operated to drawambient air across the radiator allowing heat exchange between theambient air and the coolant. At 422, the warmed coolant may becirculated across the powertrain including the engine block and thetransmission. Thus, heat may be transferred from the warm coolant to thepowertrain. Further, transmission fluid may be warmed by heat exchangewith the coolant.

At 424, routine 400 may confirm if the powertrain temperature, T_(PT),and the ambient temperature, T_(amb), are within a threshold value,e.g., T_(min), of each other. For example, the ambient and thepowertrain temperature may now differ by less than the threshold value,T_(min). If the powertrain temperature and the ambient temperaturediffer by less than T_(min), routine 400 ends, and coolant circulationmay be disabled by deactivating the electric coolant pump, the electricradiator fan may be stopped, and the electric thermostat may be closed.On the other hand, if the difference between the powertrain temperatureand the ambient temperature remains more than the threshold, T_(min),routine 400 may return to 412, to confirm if the battery can supportcontinued heating of the powertrain.

In this way, a powertrain may be preheated prior to engine start whenthe powertrain temperature is lower than the ambient temperature by atleast a threshold value. The coolant may be utilized to absorb heat fromambient air and transfer said heat to the powertrain. Further,powertrain heating may be performed when the battery charge can supportpower draw by the electric coolant pump, the electric thermostat, andthe electric radiator fan. An operator may command the controller via aremote computing device to activate the powertrain heating sequence. Theactivation command may be configured to activate the controller whilethe vehicle is shut down in order to measure the powertrain temperatureand the ambient temperature and heat the powertrain via the coolant ifpowertrain temperature is lower than ambient temperature. Alternatively,the controller may trigger the powertrain heating sequence, prior to anengine start, based on an operator schedule. The powertrain heatingsequence may be further initiated when the controller is automaticallyactivated by a timer at regular intervals, while the vehicle is shutdown, in order to measure the powertrain temperature and the ambienttemperature.

Turning now to FIG. 5, a routine 500 for heating a windshield when thewindshield temperature is below ambient dew point is depicted.Specifically, following vehicle shut down and when a temperature of awindshield is lower than ambient dew point, heat may be transferred froma powertrain of the vehicle to the windshield via a coolant ifpowertrain temperature is higher than the windshield temperature. If thepowertrain temperature is lower than the windshield temperature butambient temperature is higher than the windshield temperature, heat maybe transferred from ambient air to the windshield via the coolant.

At 502, routine 500 may confirm if the time since a previous measurementof powertrain temperature and ambient temperature is more than athreshold, e.g., Threshold_(T). Specifically, the controller may beactivated by a timer at regular intervals to measure the twotemperatures. This step may be the same as step 402 of routine 400. Inone example, Threshold_(T) may depend on the time of day. For example,Threshold_(T) may be smaller if it is nighttime. For example, atnighttime, Threshold_(T) may be 60 minutes. If it is daytime and thevehicle is exposed to sunshine, Threshold_(T) may be 90 minutes orlonger.

If the time since a last measurement has not surpassed Threshold_(T),routine 500 may return to start and may check the two temperatures at alater time. On the other hand, if the time since the last temperaturemeasurement is more than Threshold_(T), at 506, routine 500 may measureand/or estimate vehicle conditions and ambient conditions. Optionally,prior to 506, the controller may receive a command from an operator viaa remote computing device at 504 to heat the windshield. Thus, anoperator may override the timer and initiate the windshield warmingroutine.

Returning to 506, the estimated and/or measured ambient and vehicleconditions may include battery state of charge, ambient temperature,powertrain temperature, ambient humidity, ambient dew point, windshieldtemperature, cabin temperature, etc. For example, ambient and vehicleconditions may be monitored to evaluate whether a specific vehiclecomponent should be heated. Thus, the windshield warming routine may beactivated only when the windshield temperature is lower than ambient dewpoint and when condensation may occur on cabin greenhouse glasssurfaces.

Windshield temperature, T_(win), may be inferred from cabin temperature(T_(cab)) and ambient temperature (T_(amb)). Ambient humidity and dewpoint may be values received either from sensors or from weather reportsreceived via a network. The controller may further use an on board lightlevel sensor to determine if it is day or night. For example, if thelight level sensor indicates that it is sunny, the windshield warmingroutine may not be initiated since the sun will eventually warm up thewindshield and the cabin.

At 508, routine 500 may confirm if the ambient temperature is higherthan the cabin temperature. Ambient temperature may increase at sunriseand as daytime progresses. Under these conditions, the ambienttemperature may rise faster than the cabin and window temperatures, andcondensation on cabin windows may be more likely. If, at 508, routine500 determines that ambient temperature is lower than cabin temperature,the routine may return to start. However, if the ambient temperature ishigher than cabin temperature, at 510, routine 500 may confirm if thewindshield temperature is below ambient dew point. Since water condensesout of air on surfaces that are at temperatures below the dew point,routine 500 may heat the windshield to prevent condensation on thewindshield if the windshield temperature is determined to be lower thanambient dew point.

If the windshield temperature, T_(win), is higher than the dew point,T_(DP), routine 500 returns to start. If T_(win) is lower than theambient dew point, T_(DP), routine 500 proceeds to 512 where it mayconfirm if the battery charge (BC) is higher than a threshold,Threshold_(B). A battery may be used to power various components likethe electric coolant pump and the electric thermostat to enable coolantcirculation during the windshield warming routine. Further, the batteryhas to retain a charge for an engine start. Hence, if BC is less thanThreshold_(B), routine 500 may deactivate the windshield warmingroutine, at 514, and stop the warming of the coolant.

If the BC is higher than Threshold_(B), at 516, routine 500 may confirmif the powertrain temperature is higher than windshield temperature. Ifpowertrain temperature, T_(PT), is higher than windshield temperature,T_(win), at 520, the coolant may be warmed via the powertrain. Theelectric coolant pump and the electric thermostat may be activated at522 and the coolant may be circulated across the powertrain at 524.Thus, the coolant may absorb residual heat from the powertraincomponents.

If T_(PT) is lower than T_(win), routine 500 proceeds to 518 where itmay determine if ambient temperature, T_(amb), is higher than T_(win).If the ambient temperature is lower than the windshield temperature,routine 500 ends. However, if T_(amb) is determined to be higher thanT_(win), at 526, the coolant may be warmed via ambient air. The electriccoolant pump and the electric thermostat may be activated at 528 toenable the flow of coolant through the radiator at 530. At 532, theelectric radiator fan may be operated to draw ambient air across theradiator to allow the coolant to extract heat from the ambient air. At534, routine 500 may prevent condensation on the windshield by flowingwarmed coolant through the heater core, at 536, and by activating theelectric blower fan, at 538. Thus, air warmed by the coolant may beblown onto the windshield and other glass windows via different vents.

Next, at 540, routine 500 may confirm if T_(win) is higher than or equalto the ambient dew point, T_(DP). The temperature that the windshield israised to prevent condensation may depend on ambient humidity. Forexample, if humidity is lower, e.g. 50%, the windshield temperature maybe raised to less than ambient temperature, e.g., by 5 deg C., toprevent condensation. Since T_(DP) is lower than T_(amb) when ambienthumidity is below 100%, T_(win) may be raised to more than T_(DP) butless than T_(amb) to prevent condensation. Since fog may form on microdust particles when the difference between T_(amb) and T_(DP) is lessthan 2.5° C. (4° F.), T_(win) may be increased to above T_(DP) to ensurethat condensation is avoided. If inertial heat from the engine isavailable, T_(win) may be higher than T_(amb). In another example, ifambient humidity is higher, e.g., 95%, the windshield may be heated to atemperature equal to ambient temperature to prevent condensation.

If T_(win) is equal to or higher than T_(DP), routine 500 ends andcoolant warming and circulation may be deactivated. If, on the otherhand, T_(win) is lower than T_(DP), the windshield warming routine maybe continued by returning to step 512 and confirming that BC is aboveThreshold_(B).

In other embodiments, a frost point temperature may be used instead ofdew point temperature. For example, the windshield and other glasssurfaces may be warmed to the frost point temperature, which is higherthan the dew point temperature, to prevent the formation of frost.

In yet other embodiments, a conventional passive thermostat made of waxmay be used instead of an electric thermostat valve. Herein, thecontroller may be instructed to activate the windshield heating routine500 only when the powertrain temperature is higher than windshieldtemperature. However, if the powertrain temperature has reached theovernight ambient temperature or is lower than windshield temperature,routine 500 may be disabled.

In this way, condensation on the windshield and other glass windows maybe prevented in a parked vehicle following vehicle shut down. In oneexample, the controller may communicate with a remote computing deviceand receive the vehicle operator's intended vehicle start schedule. Theoperator's schedule may include a specific time for engine start on agiven day. Based on ambient and vehicle conditions, the controller maydetermine a specific time to initiate the windshield heating routineprior to the expected engine start. The time of initiation of thewindshield heating routine may depend on the difference between thewindshield temperature and ambient dew point. If the windshieldtemperature is slightly below the dew point, e.g. 5 deg C., thewindshield warming routine may be initiated 10 minutes prior to enginestart. In another example, if the windshield temperature issignificantly below the dew point, e.g., 15 deg C., the windshieldwarming routine may be initiated 30 minutes prior to engine start.

In another example, the controller may be configured to automaticallyactivate at regular intervals while the vehicle is shut down and monitorambient dew point, ambient temperature, ambient humidity, the windshieldtemperature, and the powertrain temperature. Based on the above ambientand vehicle conditions, the windshield heating routine may be activatedby the controller. In a further example, the windshield warming routinemay be triggered by a command from the operator via a remote computingdevice.

It will be appreciated that a condition may exist such that powertraintemperature and ambient temperature may both be higher than T_(win). Inthis condition, the controller may first choose to transfer heat fromthe powertrain via coolant to the windshield. Only after the residualheat within the powertrain has been extracted and if the windshieldtemperature remains below ambient dew point, the coolant may be warmedvia ambient air. Transferring heat from the powertrain to the windshielddoes not use the electric radiator fan whereas heat transfer fromambient air to coolant uses the electric radiator fan in addition to theelectric coolant pump, electric thermostat, and electric blower fan.

Thus, the windshield heating routine comprises heating a windshield viacoolant warmed by circulation across a powertrain when a temperature ofthe powertrain is higher than a windshield temperature, and heating thewindshield via coolant warmed by ambient air by circulating the coolantthrough a radiator and operating an electric radiator fan when thepowertrain temperature is lower than the windshield temperature andambient temperature is higher than the windshield temperature. Theroutine further comprises flowing the warmed coolant across a heatercore and activating an electric blower fan. Further, the windshieldheating routine is activated only when the windshield temperature islower than a dew point of surrounding air.

Turning now to FIG. 6, it shows routine 600 for performing a cabinheating routine in a parked vehicle with an engine at rest.Specifically, the cabin heating routine is activated when a cabintemperature falls below an operator selected temperature. Herein, if thepowertrain temperature is higher than the operator selected cabintemperature, coolant is circulated across the powertrain to absorb heatand this heat is transferred to the vehicle cabin. The vehicle may beoccupied or vacant. Further, the cabin heating routine may either beremotely activated by an operator or automatically activated by thecontroller.

At 602, an optional command to heat the vehicle cabin may be receivedfrom the operator via a remote computing device. Another example mayinclude receiving an operator's daily schedule from the remote computingdevice comprising an indication of a predetermined time that theoperator intends to start the vehicle. Herein, the controller mayinitiate a cabin heating routine prior to the predetermined time ofengine start.

At 604, routine 600 may estimate and/or measure various ambient andvehicle conditions including ambient temperature (T_(amb)), driverselected cabin temperature (T_(sel)), battery charge (BC) and powertraintemperature (T_(PT)). Ambient and vehicle conditions may be monitored toevaluate whether the cabin is to be heated. For example, the cabinheating routine may be activated only when the ambient temperature islower than a driver selected temperature. Since the cabin is heated viapowertrain residual heat, the cabin heating routine may also depend onpowertrain temperature being higher than the driver selected cabintemperature.

At 606, routine 600 may confirm if ambient temperature is lower thandriver selected cabin temperature (T_(sel)). If the ambient temperatureis higher than T_(sel), routine 600 returns to start. For example, thecabin may cool faster if ambient air temperature is lower than T_(sel).If the ambient air temperature is higher than T_(sel), the cabin maycool at a slower pace.

If T_(amb) is lower than T_(sel), at 608, routine 600 may furtherdetermine if T_(amb) is lower than T_(sel) by a threshold level,Threshold_(C). Threshold_(C) may determine the rate at which a cabintemperature may cool to below the driver selected temperature, T_(sel).The higher the difference in temperatures between ambient and cabintemperature, the faster the rate of cool off. In one example,Threshold_(C) may be a difference of 25%. In another example,Threshold_(C) may be a difference of 40%.

If at 608, the difference between ambient temperature and T_(sel) isless than Threshold_(C), routine 600 may return to start. By waitingtill the difference in temperatures is above a threshold level, thecontroller may prevent a waste of battery charge since the cabin heatingroutine is performed in a vehicle with an engine at rest and involvesactivating components that will draw power from the battery.

If the ambient temperature is lower than T_(sel) by at leastThreshold_(C), routine 600 proceeds to 610 where it may determine if thepowertrain temperature, T_(PT), is higher than T_(sel). If T_(PT) islower than T_(sel), routine 600 ends. If T_(PT) is higher than T_(sel),at 612, routine 600 may confirm if BC is higher than a threshold level,Threshold_(B). A battery may be used to power various components likethe electric coolant pump and the electric thermostat to enable coolantcirculation during the cabin heating routine. Hence, if BC is less thanThreshold_(B), routine 600 may deactivate the cabin heating routine andat 614, stop warming the coolant.

If BC is higher than Threshold_(B), at 616, the coolant may be warmedvia the powertrain. Therefore, at 618, the electric coolant pump and theelectric thermostat are activated and at 620, the coolant is circulatedacross the powertrain. The coolant may extract residual heat from thepowertrain components and may transfer this heat to the cabin. At 622,the cabin may be heated by flowing the warm coolant through a heatercore at 624 and by activating an electric blower fan at 626. Air may beheated via heat exchange with the coolant and may be blown into thevehicle cabin via cabin heating vents. At 628, routine 600 may confirmif cabin temperature, T_(cab), is equal to driver selected temperature,T_(sel). If the cabin temperature is equal to the selected temperature,routine 600 ends and coolant circulation may be disabled by deactivatingthe electric coolant pump and the electric thermostat. If the cabintemperature is lower than T_(sel), routine 600 returns to step 610 whereif the powertrain temperature remains higher than T_(sel) and BC ishigher than Threshold_(B), the cabin heating routine may be continued.

Thus, when the ambient temperature is lower than an operator selectedcabin temperature by a threshold, and the powertrain temperature ishigher than the operator selected cabin temperature, coolant may befirst circulated across the powertrain to absorb heat, and later, thecoolant may be further circulated through a cabin heating system. Thecabin heating routine as described above may be initiated when a vehicleis occupied. If the vehicle is unoccupied, the ambient temperature islower than an operator selected cabin temperature by a threshold, andthe powertrain temperature is higher than the operator selected cabintemperature, the controller may receive an activation command from anoperator via a remote computing device to circulate coolant across thepowertrain, the coolant being further circulated through a cabin heatingsystem.

It will be appreciated that the windshield warming routine (500) mayalso heat the cabin. By blowing hot air towards the interior surfaces ofthe windshield and cabin windows, hot air may also be circulatedthroughout the cabin. Likewise, by heating the cabin and maintaining thecabin temperature at a driver selected temperature, the windshieldtemperature may remain at or higher than ambient dew point, thus,preventing condensation of water.

Similarly, if the ambient temperature is higher than the powertraintemperature and the windshield temperature, the coolant may becirculated across the powertrain and through the heater core tosimultaneously preheat the powertrain and warm the cabin windows toprevent condensation and frost formation if the temperature is belowfreezing.

Thus, various components within a vehicle may be heated either bydrawing heat from ambient air or by transferring heat from a warmpowertrain. The component to be heated may either be selected based onthe operator's choice or based on fuel economy and emissions benefits.If an emissions reduction is preferred, the powertrain may be preheatedand conditioned prior to engine start. Herein, if ambient temperature ishigher than the powertrain temperature, the coolant may absorb heat fromthe ambient and transfer it to the powertrain. On the other hand, ifoperator comfort is preferred, water condensation may be prevented andthe vehicle cabin may be heated. Further, the windshield warming routinemay be selected to reduce time spent by the operator in cleaning thewindshield.

By transferring existing heat in the ambient to preheat the powertrain,energy consumption to heat the powertrain after an engine start may bedecreased. By heating the powertrain before an engine start, engine oilviscosity may be improved, thus reducing parasitic friction losses andengine wear. Alternatively, by conveying heat from the ambient to thewindshield and other windows within the cabin greenhouse, theexpenditure of energy to clear condensation, and frost build up, afteran engine start may be reduced. Overall, by preheating the powertrainand/or the windshield, fuel economy benefits may be combined with asavings in operator time.

In one representation, a method for a vehicle comprises followingvehicle shut down, heating a windshield via coolant warmed bycirculation across a powertrain when a temperature of the powertrain ishigher than a windshield temperature, and when the powertraintemperature is lower than the windshield temperature and ambienttemperature is higher than the windshield temperature, heating thewindshield via coolant warmed by ambient air by circulating the coolantthrough a radiator and operating an electric radiator fan.

In another representation, a method for a vehicle in a shutdowncondition includes following the vehicle shut down, and prior to anengine start, monitoring a powertrain temperature and ambienttemperature periodically, and during a first condition, circulatingcoolant through a radiator and across a powertrain, and during a secondcondition, blocking flow of coolant through the radiator and across thepowertrain. The first condition includes a condition when the ambienttemperature is higher than the powertrain temperature by at least athreshold value. The second condition includes a condition when theambient temperature is equal to or lower than the powertraintemperature.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory. The specific routinesdescribed herein may represent one or more of any number of processingstrategies such as event-driven, interrupt-driven, multi-tasking,multi-threading, and the like. As such, various actions, operations,and/or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedactions, operations and/or functions may be repeatedly performeddepending on the particular strategy being used. Further, the describedactions, operations and/or functions may graphically represent code tobe programmed into non-transitory memory of the computer readablestorage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied tovarious HVAC system configurations. The subject matter of the presentdisclosure includes all novel and non-obvious combinations andsub-combinations of the various systems and configurations, and otherfeatures, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. A method for a vehicle comprising: prior toan engine start and when a temperature of a powertrain of the vehicle islower than external ambient temperature: heating a coolant bycirculating the coolant through a radiator and operating an electricradiator fan to draw warmer ambient air through the radiator in responseto communication with a remote computing device, the communicationgenerated responsive to a day of the week; and flowing the coolantthrough the powertrain.
 2. The method of claim 1, wherein thecommunication is further generated responsive to an intended time ofvehicle start for each day of the week.
 3. The method of claim 2,wherein the communication is further generated responsive to a weatherforecast for the day of the week, ambient humidity, and ambienttemperature.
 4. The method of claim 3, wherein the coolant is heatedwhen the powertrain temperature is lower than the ambient temperature byat least a threshold value.
 5. The method of claim 4, further comprisingdisabling coolant heating and circulation when a difference between thepowertrain temperature and the ambient temperature is below thethreshold value, wherein an engine is a turbocharged engine that isequipped with intercoolers that reduce temperature of air that goes intoan intake manifold/engine.
 6. The method of claim 1, further comprisingcirculating the coolant by activating an electric coolant pump and anelectric thermostat and disabling coolant circulation when a batterycharge falls below a threshold.
 7. The method of claim 1, wherein priorto the engine start further comprises an engine of the vehicle being atrest and the vehicle being in a parked condition.
 8. A system for avehicle comprising: a powertrain including an engine and a transmission;a cooling system including a coolant, a radiator, an electric radiatorfan and an electric coolant pump; and a controller having executableinstructions stored in a non-transitory memory for, while the vehicle isshut down with the engine at rest and prior to an engine start and inresponse to communication with a remote computing device, thecommunication generated responsive to a day of the week, if atemperature of the powertrain is lower than external ambienttemperature: heating the powertrain via the coolant, the coolantreceiving heat from ambient air by circulating the coolant through theradiator and operating the electric radiator fan to draw warmer externalambient air through the radiator.
 9. The system of claim 8, wherein thecontroller is further configured to automatically activate at regularintervals while the vehicle is shut down in order to measure thepowertrain temperature and the ambient temperature and heat thepowertrain via the coolant if powertrain temperature is lower thanambient temperature.
 10. The system of claim 8, further comprising anelectric thermostat, wherein the controller includes furtherinstructions for heating the coolant by activating the electric coolantpump and the electric thermostat, and circulating the coolant throughthe radiator via the electric coolant pump while operating the electricradiator fan.
 11. The system of claim 10, wherein the controllerincludes further instructions for activating the electric coolant pumpand electric thermostat, and circulating the coolant only when thepowertrain temperature is lower than the ambient temperature by at leasta threshold value.
 12. The system of claim 11, wherein the controllerincludes further instructions for, when a difference between thepowertrain temperature and the ambient temperature is less than thethreshold value, disabling coolant circulation by deactivating theelectric radiator fan, the electric coolant pump, and the electricthermostat.
 13. The system of claim 8, wherein the controller includesfurther instructions for receiving an activation command from anoperator via the remote computing device, the activation commandconfigured to activate the controller while the vehicle is shut down inorder to measure the powertrain temperature and the ambient temperatureand heat the powertrain via the coolant if powertrain temperature islower than ambient temperature.
 14. A method for a vehicle, comprising:receiving, from a remote computing device, an indication of apredetermined time that an operator intends to start the vehicle; andprior to the predetermined time and while the vehicle is not operatingand responsive to communication with the remote computing device, thecommunication generated responsive to a day of the week and externalambient temperature, transferring heat from external ambient to aselected vehicle component, wherein transferring heat from ambient tothe selected vehicle component comprises activating an electric coolantpump and an electric radiator fan to transfer heat from ambient tocoolant and transferring heat from the coolant to the selected vehiclecomponent.
 15. The method of claim 14, wherein the selected vehiclecomponent comprises one or more of a powertrain, windshield, and cabinof the vehicle.
 16. The method of claim 14, wherein transferring of heatfrom ambient to the selected vehicle component is performed only ifambient temperature is greater than a temperature of the selectedvehicle component by more than a threshold amount.
 17. The method ofclaim 14, further comprising disabling transferring heat from ambient tothe selected vehicle component when a battery charge is lower than athreshold.
 18. The method of claim 14, wherein receiving the indicationof the predetermined time when the operator intends to start the vehiclecomprises receiving a schedule of a plurality of predetermined times theoperator intends to start the vehicle.